Author name: Common Defense

USS Abraham Lincoln Sailor Could Face Captain’s Mast After Overboard Rescue
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USS Abraham Lincoln Sailor Could Face Captain’s Mast After Overboard Rescue

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A sailor assigned to the aircraft carrier USS Abraham Lincoln could face nonjudicial punishment after allegedly jumping overboard and being rescued, according to a source familiar with the matter.

The sailor’s name has not been publicly released.

Nonjudicial punishment falls under Article 15 of the Uniform Code of Military Justice and allows commanders to address misconduct without pursuing a court martial.

Civilian military attorney Phillip Stackhouse said the proceeding does not amount to a criminal conviction.

MS NOW first reported that the sailor could be ordered to a captain’s mast, a disciplinary hearing conducted by a commanding officer.

The Navy says such proceedings are generally reserved for “minor misconduct.”

The possible discipline comes amid reports of morale problems aboard the Lincoln following an unusually long deployment and difficult shipboard conditions.

Families of crew members have told MS NOW that the extended time at sea has taken a serious toll.

The mother of a Lincoln sailor previously told Task & Purpose that her son described two troubling incidents aboard the carrier.

According to her account, one sailor tried to jump overboard but was stopped, while another entered the water and was later rescued.

Navy officials previously said they had “not identified” an increase in suicidal ideation or attempts aboard the Lincoln.

Sailors prepare to stage ordnance on the flight deck of Nimitz-class aircraft carrier USS Abraham Lincoln in support of Operation Epic Fury, Feb. 28, 2026. Navy photo.

Still, service leaders later confirmed that additional mental health support was being sent to the carrier.

A Navy official said Thursday that the sailor involved in the overboard incident was medically evacuated, evaluated by medical professionals, and provided access to “appropriate care and support.”

The official stressed that medical treatment and possible disciplinary proceedings are handled separately.

“Medical care and administrative or disciplinary processes are separate, and one does not preclude the other,” the Navy official said in a statement.

“Most importantly though, command decisions associated with the adjudication of administrative or disciplinary matters are always guided with an eye towards accomplishing the mission.”

Navy Set to Replace Weary USS Abraham Lincoln with George Washington in the Middle East
The USS Abraham Lincoln conducts blockade operations in the Arabian Sea on April 16. Navy photo.

The official continued by emphasizing a commander’s responsibility when conduct affects operations.

“When circumstances arise that have mission impacts, it is incumbent upon all commanders to take decisive action.”

The Navy has not disclosed what specific allegation or disciplinary measure the sailor may face.

USS George Washington Reaches Middle East to Relieve USS Abraham Lincoln
Nimitz-class aircraft carrier USS George Washington (CVN 73) transits while underway in the Philippine Sea, Dec. 10, 2025. George Washington is the U.S. Navy’s premier forward-deployed aircraft carrier, a long-standing symbol of the United States’ commitment to maintaining a free and open Indo-Pacific region, while operating alongside allies and partners across the U.S. Navy’s largest numbered fleet. (U.S. Navy photo by Mass Communication Specialist 2nd Class Tyler Crowley)

Officials also declined to discuss the evidence behind the potential captain’s mast or explain how the incident may have affected operations aboard the carrier.

“Because this involves an individual sailor’s protected medical information and an ongoing personnel matter, we cannot discuss the specific evidence, medical care or ongoing proceedings,” the official said. That leaves the public with few details beyond the sailor’s recovery and subsequent medical evacuation.

Jeremiah Sullivan, a civilian attorney and former Navy staff judge advocate, said the sailor’s commanding officer will probably determine whether nonjudicial punishment moves forward.

Because the Lincoln remains underway, the sailor would not have the usual ability to refuse the captain’s mast.

U.S. And Japan Flex Allied Naval Muscle In Early Start To Massive Valiant Shield Drill
The USS Ronald Reagan, USS Tripoli and USS Abraham Lincoln steam in formation in the Philippine Sea, June 12, 2022, during Valiant Shield, a field training exercise.

“He can confer with counsel beforehand, but there’s no counsel at NJP, and there’s no right to refuse on a ship,” Sullivan said. Any resulting punishment would remain separate from a court martial and would depend on the commander’s findings.

War Department officials have released little information about what happened aboard the Lincoln.

Central Command acknowledged the incident earlier this month in a social media post, writing that “one sailor who fell overboard Aug. 3 was quickly and safely recovered,” without explaining whether the fall was accidental.

The Lincoln departed San Diego in November and reached the Middle East in January.

USS George Washington Reaches Middle East to Relieve USS Abraham Lincoln
An aerial view of the aircraft carrier USS George Washington shows it conducting a replenishment with the Military Sealift Command fleet replenishment oiler USNS Yukon in the Coral Sea, July 19, 2013. The George Washington and its embarked air wing, Carrier Air Wing 5, are participating in Talisman Saber 2013. The biennial training event is designed to improve Australian and U.S. combat readiness and interoperability as a combined task force.

The carrier spent months supporting military operations against Iran and the blockade of Iranian ports before leaving the region last week.

The ship is reportedly scheduled to visit Thailand while returning home, marking its first port call in more than 250 days.

That stretch illustrates the demands placed on the carrier’s sailors, but commanders must also protect the ship, its crew, and the mission when an incident creates operational consequences.

Anyone thinking about suicide, worried about a friend or loved one, or seeking emotional support can contact the Lifeline network at any time. Call or text 988 in the United States to reach a trained counselor.

Air Force Special Operations Crews Push Cargo Glider Resupply Limits in Iceland
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Air Force Special Operations Crews Push Cargo Glider Resupply Limits in Iceland

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Air Force special operations crews are using Northern Viking 2026 in Iceland to test cargo gliders designed to reach troops in remote and contested territory.

The training focuses on delivering vital supplies when conventional logistics routes are unavailable, threatened, or simply too distant.

The exercise was held this month near Akureyri, a city in northern Iceland whose rugged surroundings offer a demanding environment for long range operations.

Personnel from the 352d Special Operations Wing planned to simulate resupplying ground forces with gliders launched from MC 130 cargo aircraft.

“Basically, we’ll be employing non-standard airdrop platforms to deliver logistical and medical supplies to far-forward troops,” said the 352nd’s commander for the exercise in a press release that did not identify the officer.

“We specifically want to train in long-range resupply in contested environments and intend to airdrop a powered glider to a detachment of fellow U.S. servicemembers.”

“This glider will be filled with supplies and airdropped to the servicemembers on the ground, validating our capability to deliver critical supplies to SOF teams operating far beyond friendly supply lines.”

The Northern Viking announcement did not identify which glider would be used.

However, American special operations forces trained with the Grasshopper “autonomous aerial resupply vehicle” during the Trojan Footprint exercise in North Macedonia in May.

The Iceland training reflects a growing military focus on operating across wider distances while facing increasingly sophisticated enemy surveillance and air defenses.

Special operations teams may need ammunition, food, medical gear, and communications equipment without exposing a cargo aircraft to unnecessary danger.

Air Force crews have long been capable of resupplying troops from the sky, including forces operating in dangerous combat zones.

Traditional airdrops remain useful, but aircraft generally must fly relatively close to the intended drop area, potentially placing crews and valuable airframes within reach of hostile weapons.

The Air Force has two types of expendable cargo parachutes that can release dozens of supply packages during one aircraft pass.

One is a large, low speed parachute resembling the systems used by airborne infantry when jumping into comparatively secure landing zones.

The other system is known as the “low cost, high velocity,” or LCHV parachute.

Those loads can descend at speeds reaching 60 miles per hour, making the system suitable for active battlefields where aircraft cannot afford to linger while packages float slowly toward the ground.

Cargo gliders offer a different advantage because they can travel dozens of miles after leaving the aircraft.

That allows aircrews to release supplies farther from enemy positions while still directing the cargo toward special operations personnel working beyond established supply lines.

During the May exercise in North Macedonia, American troops employed the Grasshopper after Romanian aircraft carried the systems into position.

The long, coffin shaped gliders exited through the rear of the cargo planes before beginning their flight toward the designated destination.

Once in freefall, the Grasshopper extends its wings and steers toward its programmed target.

As it approaches the landing point, the vehicle deploys a parachute to reduce its speed and place the cargo on the ground with greater precision.

Photographs released from Trojan Footprint showed troops examining one of the gliders after landing. The vehicle displayed minor damage, but the exercise demonstrated how an inexpensive, expendable platform could move supplies without risking a conventional transport aircraft near the receiving force.

Manufacturer DZYNE says the standard Grasshopper and a long range version equipped with an onboard turboprop are designed to deliver cargo accurately using affordable, expendable airframes.

Each version can carry as much as 500 pounds, enough for a meaningful package of medical supplies, ammunition, or other mission essentials.

The standard glider also emits a very low electromagnetic signal, an important feature when enemy forces are hunting for electronic signatures.

In a contested environment, staying quiet can be just as important as moving quickly, especially when the recipients are small special operations detachments.

The Grasshopper is not the only cargo glider being evaluated for military service.

Army Special Forces tested another air dropped system, the GD 2000, at Yuma Proving Ground in Arizona in 2023, showing that the concept has attracted interest across the special operations community.

Northern Viking 2026 gives Air Force crews another opportunity to determine how these systems perform under realistic conditions and across substantial distances.

If the technology proves dependable, cargo gliders could become a practical tool for keeping American operators supplied while hostile forces search the wrong patch of sky.

Jonny Kim Leaves NASA for His Next Naval Aviation Mission
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Jonny Kim Leaves NASA for His Next Naval Aviation Mission

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Navy Lt. Cmdr. Jonny Kim, a physician, decorated former Navy SEAL, astronaut, and naval aviator, is leaving NASA after nearly a decade of extraordinary service.

If a spacecraft ever needed a door gunner and emergency surgeon, Kim was clearly the man for the job.

Thursday marked Kim’s final day with NASA before his return to active Navy duty and naval aviation training.

His departure closes one remarkable chapter while opening another in a career already packed with combat, medicine, flight, and space exploration.

“Contributing to space exploration and serving NASA has been the honor of a lifetime,” Kim said in a statement.

“Throughout my career, I’ve learned that beyond the missions, the training, and the hardware, success always comes down to the people.”

Kim added, “They are our greatest asset, and leading with love and empathy is how we achieve the impossible.”

That perspective was forged not in a comfortable office, but across battlefields, hospitals, cockpits, training grounds, and the unforgiving environment of space.

NASA selected Kim as an astronaut in 2017. Last year, he completed an eight month assignment aboard the International Space Station alongside Roscosmos cosmonauts Sergey Ryzhikov and Alexey Zubritsky.

Jonny Kim Leaves NASA for His Next Naval Aviation Mission
Jonny Kim will return to active-duty military service after working at NASA for nearly a decade. (NASA)

By the time Kim returned to Earth in December, he had orbited the planet 3,920 times and traveled nearly 104 million miles.

Those numbers would make for an impressive career by themselves, yet for Kim they represent only one part of an unusually broad record of national service.

NASA Administrator Jared Isaacman said Kim’s work aboard the International Space Station will influence future missions “for decades to come.”

His experience and performance added to the operational knowledge needed as the United States pushes toward more ambitious missions.

“Jonny Kim represents the very best of NASA, a person who continually pushed the boundaries of exploration while inspiring countless others,” Isaacman said in a statement.

“We are grateful for his dedication to our nation and to the pursuit of knowledge, and we wish him success as he continues his service in the U.S. Navy.”

Kim enlisted in the Navy in 2002 and earned his place in the SEAL teams before receiving his commission as an officer in 2012. According to his official NASA biography, he completed more than 100 combat missions as a special operator.

Jonny Kim Leaves NASA for His Next Naval Aviation Mission

His military decorations include the Silver Star, Bronze Star Medal with “V” device for valor, Navy and Marine Corps Commendation Medal with Combat “V,” and Combat Action Ribbon.

That is not exactly the résumé of a man accustomed to taking the easy route.

During deployments to Iraq, Kim served in Ramadi and Sadr City, where his experiences with military physicians inspired him to pursue medicine.

He later attended Harvard Medical School and became a doctor and Navy flight surgeon.

“I made promises to a lot of the people that I lost, that I would spend the rest of my life doing something good, something positive for the world, because they left a void when they died, and I know that they would have been successful, making the world a better place had they lived,” Kim said.

Even while serving as an astronaut, Kim continued building his naval aviation credentials. In 2023, he became a Navy aviator after completing advanced helicopter training, adding yet another demanding qualification to a career overflowing with them.

Kim said his previous experience using night vision goggles as a SEAL did not make cockpit operations simple. The aviation environment demanded a different scan, different judgment, and an entirely new level of coordination.

Jonny Kim Leaves NASA for His Next Naval Aviation Mission

“I didn’t have the experience of integrating a cockpit-[night vision goggle] scan with degraded visual environments,” Kim said in a 2023 news release.

“That was really challenging and formative in my growth as an aviator.”

Kim will now bring lessons from special operations, combat medicine, human spaceflight, and helicopter aviation back to the Navy.

Few officers return to active aviation training with eight months in orbit and more than 100 combat missions already in the logbook.

“I look forward to carrying my commitment to service, my enduring love for space and technology, and the hard-earned lessons of this past decade into my next chapter to make a meaningful impact on humanity’s future,” Kim said in his statement.

NASA is losing one of its most accomplished astronauts, but the Navy is regaining an officer whose career reflects relentless preparation and service.

Kim’s next destination may be closer to Earth, though nobody should assume his ambitions will be any smaller.

Marine One Crew Failed to Reach Controllers Before Alarming Safety Incident, NTSB Says
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Marine One Crew Failed to Reach Controllers Before Alarming Safety Incident, NTSB Says

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The crew of a military helicopter carrying President Donald Trump failed to establish contact with air traffic controllers before departing on Aug. 4, according to the National Transportation Safety Board.

The communications breakdown preceded a troubling encounter involving Marine One and a passenger jet near Reagan Washington National Airport.

The NTSB disclosed the finding Thursday while examining how the presidential helicopter and a departing commercial aircraft came too close for comfort.

Any incident involving Marine One demands immediate scrutiny, especially inside some of the most controlled airspace in the United States.

The episode raised an obvious question: Why was a passenger aircraft cleared to depart while Marine One was operating nearby?

Commercial traffic is typically halted during presidential helicopter movements, creating separation and reducing the possibility of exactly this kind of safety concern.

According to the NTSB, the Marine One crew attempted at least twice to provide controllers with the required three minute notice before departure.

Those efforts did not successfully reach the controllers because the crew was hampered by communications problems.

Marine One Crew Failed to Reach Controllers Before Alarming Safety Incident, NTSB Says

That detail matters because the crew was apparently not ignoring the notification requirement.

Still, an attempted warning that never reaches the tower cannot help controllers manage aircraft, protect passengers, or maintain safe separation around a presidential movement.

The failed communications left controllers without information they were supposed to receive before Marine One took off.

Meanwhile, a passenger jet was permitted to depart Reagan National, placing two aircraft in closer proximity than safety protocols are intended to allow.

Marine One Crew Failed to Reach Controllers Before Alarming Safety Incident, NTSB Says

The NTSB account points to a breakdown somewhere in the communications chain, although the information released Thursday does not establish the precise technical or procedural cause.

Determining whether equipment, frequency selection, radio coverage, or another factor played a role will be central to understanding what went wrong.

Reagan National already presents demanding conditions for pilots and controllers because of its location, heavy traffic, and proximity to restricted airspace.

Adding a presidential helicopter movement requires disciplined coordination, clear communication, and immediate awareness across every position involved.

When Marine One is nearby, there is little room for bureaucratic confusion or radio uncertainty.

Marine One Crew Failed to Reach Controllers Before Alarming Safety Incident, NTSB Says
Marine One lands at Muñiz Air National Guard Base, Carolina, PR, Oct. 3, 2017 after U.S. President Donald Trump visited residents of the island to distribute aid. President Trump visited Puerto Rico following Hurricane Maria and met with local leadership regarding storm response efforts. (U.S. Air National Guard photo by Staff Sgt Michelle Y. Alvarez-Rea)

The system is supposed to create a protected operating window, not leave controllers piecing together an incomplete picture while commercial aircraft continue moving.

The safety issue extends beyond the president and the military crew aboard the helicopter.

A passenger jet carries civilians who reasonably expect aviation authorities to keep presidential movements separated from routine departures without last second surprises.

The incident also highlights the difference between following a procedure and successfully completing it.

The crew made at least two attempts to give notice, but the required information apparently did not arrive where it needed to go.

That distinction will likely shape the examination of responsibility. Investigators must determine not only who transmitted and who listened, but whether the communications system provided a reliable way to confirm that a critical departure notice had actually been received.

Marine One Crew Failed to Reach Controllers Before Alarming Safety Incident, NTSB Says

The NTSB statement also renews scrutiny of the decision to allow the commercial aircraft to depart.

If controllers did not know Marine One was leaving, investigators must establish why the presidential movement was not otherwise visible or communicated through redundant channels.

If controllers did know or had partial information, the decision making surrounding the passenger jet will require even sharper review.

Presidential transport procedures exist because improvisation around busy civilian airspace is a poor substitute for confirmed coordination.

There is no indication in the provided account that the incident resulted in a collision or physical harm.

Even so, close proximity between a presidential helicopter and a passenger aircraft is not something aviation officials can dismiss with a shrug and a stack of paperwork.

The NTSB findings provide an early picture of repeated attempts, failed contact, and a commercial departure that occurred while Marine One was nearby.

The next priority is identifying the exact failure and ensuring controllers and presidential flight crews have dependable confirmation before another movement begins.

Pentagon NATO Review Accelerates Troop Options for Hegseth by November 6
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Pentagon NATO Review Accelerates Troop Options for Hegseth by November 6

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A Pentagon review of American troop deployments across Europe is moving quickly, with planners expected to deliver at least four sets of options to War Secretary Pete Hegseth by Nov. 6.

That deadline comes nearly a month before the broader review is scheduled for completion.

The six month examination could reshape the posture of roughly 80,000 American troops stationed across Europe.

NATO governments fear major reductions, particularly among countries President Donald Trump believes failed to support the United States and Israel during the war against Iran.

The Pentagon’s internal “Terms of Reference” outline the process and criteria officials will use to assess American bases, troop levels, access agreements and strategic infrastructure.

The document offers the clearest look yet at how seriously the Trump administration is approaching the long overdue burden sharing question.

A critical decision briefing involving the top American general in Europe and Pentagon policy chief Elbridge Colby is expected by Sept. 18.

That meeting will help determine which force posture options are ultimately developed for Hegseth.

Colby is also expected to brief NATO ambassadors at alliance headquarters in Brussels.

Trump Warns NATO Expansion Risks Fracturing the West
First Council meeting in new Room 1 conference chamber with Allied Ambassadors

European officials will undoubtedly arrive armed with concerns, promises and the usual assurances that more burden sharing is always just around the corner.

A senior Pentagon official said planners are deliberately developing several detailed choices rather than pushing a single predetermined outcome.

“We want to be able to talk through the pros and cons of a variety of different force levels or dispositions,” the official told Reuters.

Some European governments remain skeptical and privately suspect Washington has already decided to reduce its military presence.

Their anxiety is understandable, since the Trump administration has repeatedly made clear that American taxpayers will no longer carry Europe’s security burden almost alone.

Trump has been especially frustrated by allies that relied on American security guarantees while providing inadequate support during the Iran conflict.

Some countries allegedly delayed or denied basing and overflight access for American aircraft when Washington needed cooperation rather than diplomatic foot dragging.

NATO Secretary General Mark Rutte has acknowledged some of Trump’s frustration, although he maintains that most European allies were helpful.

Trump Weighs Reducing U.S. Troops in Europe as NATO Tensions Grow
President Donald J. Trump and Defense Secretary Pete Hegseth participate in a press conference during the 2025 NATO Summit at the World Forum in The Hague, Netherlands, June 25, 2025.

The larger issue remains whether those governments are prepared to lead on their own continent instead of automatically reaching for America’s military and wallet.

The senior Pentagon official said the administration has made clear that “we are transitioning to provide critical, more limited support with allies in the lead.”

That approach reflects Trump’s demand for capable allies, reliable access and measurable commitments instead of ceremonial declarations.

“President Trump has also been quite rightly and clearly frustrated with certain allies’ behavior in recent months. So there’s clearly at least some demand signal to have options that would show us (downgrading) our force levels in Europe,” the official said while speaking anonymously.

Even so, the official said the review is intended to “provide a spectrum of options from where we are to wherever” the analysis leads.

That leaves Hegseth room to weigh military requirements, allied performance and America’s broader global priorities before making recommendations.

When announcing the review in June, Hegseth criticized “free riding” NATO members and said the process would ensure American military “access, basing, and overflight are clearly delineated.”

Those access arrangements, commonly called ABO, could prove decisive when officials judge which allies are dependable.

America’s Military Identity Shifts Back to Its Historic Roots
Secretary of War Pete Hegseth delivers remarks to troops alongside President Donald Trump, Michigan Governor Gretchen Whitmer, Michigan House Speaker Matt Hall, Michigan Senator Aric Nesbitt, Michigan National Guard Adjutant General Maj. Gen. Paul D. Rogers, and Michigan National Guard Assistant Adjutant General Brig. Gen. Rolf M. Kramer at Selfridge Air National Guard Base, Harrison Township, Mich., April 29, 2025. (DoW photo by U.S. Navy Petty Officer 1st Class Alexander Kubitza)

The review expands beyond runways and military installations to examine space, cyber and “intelligence architectures and infrastructure that enable U.S. global power projection.”

Pentagon officials say this broader definition captures the full range of support that NATO countries either provide or restrict.

Planners will also examine whether each ally has a credible path toward meeting NATO spending promises and filling gaps within the NATO Force Model.

Those questions became more urgent after reductions to American contributions to NATO crisis forces were announced earlier this year.

A questionnaire sent to allied governments asks, “What if any restrictions has the country placed on U.S. access, basing, and overflight (ABO)? If so, why? Are they willing to reduce or eliminate any such restrictions?”

Another question asks, “Has the country publicly opposed regulations or other measures designed to inhibit or reduce transatlantic defense industrial cooperation? If so, how? If not, would they be willing to do so?” The answers could influence which countries retain substantial American forces and which discover that reliability matters.

“We are working very, very hard, and it is a relatively tight timeline,” the official said. “A lot of prior analysis will inform this, which should allow us to move quicker on our end.”

GAO Exposes 15,000 Operational Days Lost to Crippling US Submarine Maintenance Delays
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GAO Exposes 15,000 Operational Days Lost to Crippling US Submarine Maintenance Delays

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Chronic maintenance delays have left U.S. Navy attack submarines tied to piers instead of patrolling beneath the waves, according to a Government Accountability Office review. The consequences include billions of dollars wasted and a submarine force placed under even greater operational strain.

Over the past decade, “these delays resulted in an estimated $3.4 billion in costs to sustain crews and submarines that provided no operational capability,” the report found.

That means taxpayers funded trained sailors and nuclear powered boats that could not perform their missions.

The readiness damage is even more alarming than the financial hit.

Between 2016 and 2025, maintenance backlogs for attack submarines produced roughly 15,000 lost operational days, a staggering gap for a fleet already being pushed hard.

The GAO includes “active idle time,” when submarines are waiting for maintenance but can no longer conduct regular operations.

During that period, submarines and crews “must remain pier-side because they are no longer certified to conduct normal operations and cannot be inducted into a maintenance period.”

Put plainly, the Navy keeps paying for a fully staffed submarine that cannot deploy.

Los Angeles class boats collectively cost nearly $220,000 per day during active idle periods, while the figure for Virginia class submarines exceeds $237,000 per day.

“Active idle time increases the strain on the heavily used sub fleet,” Diana Maurer, a director on the GAO Defense Capabilities and Management team said.

Pentagon to Review AUKUS Submarine Deal, Prompting Concerns Among Allies and Lawmakers

“It’s essentially a traffic jam — subs waiting to get into dry dock for depot maintenance.”

The bottleneck does not end with submarines expected to return to service.

Delays in decommissioning nuclear submarines created another $722 million in costs from 2016 through 2025, producing what the report calls “inactive idle time.”

Those retired or retiring boats “remain pier-side until a shipyard has the capacity in a dry dock to defuel their nuclear reactor.”

Until that opening appears, crews, facilities, and taxpayer dollars remain committed to vessels providing no deployable combat power.

Silent Strike from the Deep: The Secret Weapon That Crippled Iran’s Nuclear Program
The Ohio-class ballistic missile submarine USS Maine (SSBN 741) surfaces to receive a vertical replenishment (VERTREP) from Marine Heavy Helicopter Squadron (HMH) 462, 1st Marine Aircraft Wing, III Marine Expeditionary Force, in the Philippine Sea, May 9, 2023. Vertical Replenishments enable naval vessels to quickly receive critical resources without disrupting maritime security operations while underway. III MEF is postured to enable naval expeditionary operations within the first island chain as part of a Stand-in-Force. (U.S. Marine Corps photo by Lance Cpl. Emily Weiss)

The USS Pasadena offers a glaring example of the dysfunction.

The Los Angeles class attack submarine became inactive in January 2025 but is not expected to enter Norfolk Naval Shipyard until November 2028, leaving it stuck in limbo for nearly four years.

“During this time, the attack submarine is unable to be operational since its dive certification is expired, but is still fully crewed with sailors,” the GAO stated.

The Navy plans to use Pasadena as a training platform, but the delay is still projected to cost more than $300 million.

The GAO credited the Navy with making some progress in reducing active delays, but warned that “inactive idle time for submarines has grown and is projected to worsen.” Current projections show 15 submarines accumulating approximately 14,000 inactive days from 2026 through 2030, costing an estimated $3.1 billion.

Nuclear submarine work is centered at the public shipyards in Portsmouth, Norfolk, Puget Sound, and Pearl Harbor.

Guam at a Crossroads as War Strategy Shifts to Hardened Defenses
SANTA RITA, Guam (Dec. 20, 2020) The Los Angeles-class fast-attack submarine USS Key West (SSN 722) moors to the pier at Naval Base Guam. Key West returned to its homeport after completing a regularly scheduled maintenance period. Key West is one of multiple submarines forward-deployed to Commander, Submarine Squadron 15 out of Polaris Point, Naval Base Guam. (U.S. Navy photo by Mass Communication Specialist 2nd Class Kelsey J. Hockenberger)

Some maintenance can also be handled by General Dynamics Electric Boat in Connecticut and Huntington Ingalls Industries Newport News Shipbuilding in Virginia.

Expanding those facilities sounds obvious, but aging infrastructure and shortages of skilled labor and materials make that a long term undertaking.

Years of institutional neglect cannot be erased with another PowerPoint presentation or a fresh coat of paint on an old dry dock.

Navy officials suggested allowing nuclear reactors to be defueled while submarines remain at the pier rather than waiting for shipyard space.

Yet the report said, “However, officials were unable to provide documentation of detailed analyses conducted on the feasibility and cost-effectiveness of this option.”

Floating dry docks could provide another path, although the GAO said that option “would require additional analysis to determine technical viability.”

US Navy Expands Pacific Power with New Base in Western Australia
The Virginia-class fast-attack submarine USS Minnesota prepares to moor at HMAS Stirling, Western Australia, Australia, Feb. 25, 2025. (Lt. James Caliva/U.S. Navy)

Transferring sailors from inactive submarines to operational boats is also being considered, but officials said limited shipyard capacity would still constrain that approach.

The Navy has also examined extending submarine service lives to ease the decommissioning backlog, although “these service life extensions are still pending approval,” according to the report. Meanwhile, every lost day reduces the undersea capacity available to deter China, Russia, and other potential adversaries.

“The problems we reported for attack subs are similar to what we’ve seen over the years in other parts of the fleet,” Maurer said.

The report presents President Trump and Secretary of War Pete Hegseth with another costly readiness mess demanding accountability, urgency, and results rather than the usual bureaucratic excuses.

Navy’s Sweeping Billet Based Advancement Shift Leaves Nuclear Sailors on a Separate Track
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Navy’s Sweeping Billet Based Advancement Shift Leaves Nuclear Sailors on a Separate Track

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The Navy is overhauling how enlisted sailors move into higher paygrades, increasingly linking promotion to specific billets and operational requirements.

Nuclear sailors, however, will remain on a separate advancement track governed by quotas and distinct eligibility rules.

A Navy spokesperson said the programs serve different functions and draw from different candidate pools.

The divide is reflected in the 2026 Nuclear Meritorious Advancement Program guidance issued Aug. 19, which preserves a quota based process for nuclear sailors while 14 ratings move fully into Billet Based Advancement.

The ratings now fully integrated into the new construct can use Advance to Position and Command Advance to Position.

Both routes connect advancement more directly to an actual higher paygrade job that the fleet needs filled.

The 14 ratings include aviation boatswain’s mate equipment, aviation boatswain’s mate fuels, aviation boatswain’s mate handling, aviation structural mechanic, aviation ordnanceman, culinary specialist and damage controlman.

The list also includes electrician’s mate, interior communications electrician, gunner’s mate, gas turbine systems technician mechanical, machinist’s mate, quartermaster and retail services specialist.

Under Advance to Position, eligible E 4 sailors who passed the E 5 exam or Rating Knowledge Exam may compete for E 5 billets.

Eligible E 5 sailors who passed the E 6 exam or Rating Knowledge Exam can likewise negotiate for positions at the next paygrade.

Those sailors use MyNavy Assignment to pursue specific billets and advance after reporting to the selected position.

Ford Strike Group Earns Rare Presidential Unit Citation For Heroic Valor In Iran War
Sailors line the deck of the USS Gerald R. Ford as it pulls into its home port at Naval Station Norfolk on May 16, 2026. Navy photo by Mass Communication Specialist 1st Class John Bellino.

In practical terms, the promotion follows the job rather than arriving independently through the traditional examination and quota system.

Applications are evaluated through the Navy’s Sailor Scoring Criteria. The scoring process considers performance evaluations, education, warfare qualifications, awards and previous sea time, giving the service a broader picture of each applicant’s record.

Command Advance to Position operates differently but remains tied to an identified billet.

An eligible sailor may be nominated by the commanding officer to fill a vacant or soon to be vacant higher paygrade position at the sailor’s current sea duty command.

Navy officials say Billet Based Advancement is designed to match sailor talent with unit requirements, fill mission critical vacancies and provide enlisted personnel with greater control over their careers.

The concept effectively creates a talent marketplace instead of leaving advancement entirely dependent on exams and centrally controlled quotas.

Eligible sailors may apply for as many as six billets during each MyNavy Assignment cycle, with 10 application opportunities each year.

The Navy also imposes no time in rate requirements on participating E 4 and E 5 sailors, potentially allowing qualified personnel to move ahead more quickly.

Nuclear sailors will not enter that marketplace under the current transition. Instead, selected members of the nuclear community will continue advancing through the Nuclear Meritorious Advancement Program and its separate annual quota.

Navy Plans Bold Test: Using Nuclear-Powered Carriers to Energize Bases
The USS Gerald R. Ford returned to Naval Station Norfolk on May 16. (MCS2 Mike Shen/U.S. Navy)

Under the 2026 program, E 5 and E 6 Nuclear MAP quotas are distributed by the Nuclear Community Manager, identified as OPNAV N133, to type commanders.

Those commanders then select top performing nuclear sailors from across the force for accelerated advancement.

Navy officials said the Nuclear MAP annual quota cannot be exceeded and that candidates must satisfy the program’s distinct eligibility requirements.

Commanding officers may advance top nuclear sailors without considering the Rating Knowledge Exam, although applicable time in rate standards still apply.

The service characterizes both Billet Based Advancement and Nuclear MAP as merit based programs offering accelerated promotion.

The important difference is that one is driven by specific fleet vacancies while the other remains controlled by a fixed quota, a bureaucratic distinction with real consequences for sailors planning their careers.

The Navy’s 2026 Advancement Manual makes that separation explicit.

USS George Washington Enters South China Sea as China Philippines Tensions Boil Over
U.S. 7th Fleet’s premiere forward-deployed aircraft carrier USS George Washington (CVN-73) steams in the Western Pacific Ocean during Keen Sword 25, Oct. 29, 2024. US Navy Photo

Billet Based Advancement requires a sailor to move into a designated higher paygrade billet, while MAP permits advancement without requiring the sailor to fill a particular higher paygrade position.

The Navy has been asked why these 14 ratings were chosen, why nuclear ratings remain outside the new system and what operational or personnel factors shaped the decision.

It was also asked whether retention and continuation outcomes are tracked for sailors promoted through either path and whether those results influence future advancement policy.

The service did not answer those questions before publication. Until it does, sailors are left with a clearly defined split in procedure but less clarity about the reasoning behind it or whether one path produces better results for the fleet.

Joint Base Andrews Airmen Honor Huey Legacy Before HH-60W Era
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Joint Base Andrews Airmen Honor Huey Legacy Before HH-60W Era

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The unmistakable “whomp whomp” of the UH-1N Huey will soon fade from the skies around Washington, D.C., as Joint Base Andrews prepares to retire its aging utility helicopters.

For area residents and generations of airmen, the change will close a remarkable chapter in American military aviation.

The Air Force selected Andrews to receive 26 HH-60W Jolly Green II helicopters, replacing the base’s 26 Hueys with a faster and more capable platform.

The new fleet is expected to reach initial operational capability by 2029 and full operational capability by 2030.

Andrews will begin preparing by standing up the 5th Helicopter Squadron as the first unit at the installation scheduled to receive the Jolly Green IIs.

The transition to the “Whiskey” mission will also bring 60 additional active duty positions to the base.

By 2030, the 1st Helicopter Squadron and the newly established 5th Helicopter Squadron are expected to operate the HH 60W full time.

Until then, crews must carefully balance current operational demands with training on an aircraft that represents a substantial technological leap.

A recent 30 minute media flight aboard a Huey offered a final look at what the legendary helicopter has meant to Andrews.

The aircraft carried passengers across the National Mall, north toward Virginia, south toward Springfield and then back to base, providing clear views of the Washington Monument and Capitol.

Lt. Col. Kristopher Schmautz, director of operations for the 1st Helicopter Squadron, said similarities between aircraft should ease some of the learning curve.

Joint Base Andrews Airmen Honor Huey Legacy Before HH-60W Era

Still, the difference between the Huey and Jolly Green II is comparable to trading a 1970s Cadillac for a Tesla.

The HH 60W features modern avionics and a four axis autopilot system that can handle significant portions of flight.

That assistance allows pilots and other crew members to direct more attention toward the mission instead of constantly wrestling with old gauges and demanding controls.

For the crews, however, modernization comes with mixed emotions because several Andrews Hueys entered service in 1966.

Three of the helicopters still flying from the base actually served in Vietnam, connecting today’s airmen directly with one of the most consequential periods in American military history.

“They have seen decades of supporting missions both here and overseas, so from that it is the end of an era,” Schmautz said.

“The aircraft are very visible. People hear the sound from miles off, and they know that’s a Huey.”

The Huey also answered the call during the September 11 attacks.

Joint Base Andrews Airmen Honor Huey Legacy Before HH-60W Era
U.S. Air Force Col. Karl W. Seekamp and Airman 1st Class Benjamin Bryant depart a UH-1N Huey at Joint Base Andrews, Maryland, Aug. 21, 2026. (Staff Sgt. Julia Lebens/Air Force)

Aircraft from Andrews were among the first to respond after the Pentagon was struck, supporting senior leaders while assisting with aid and medical evacuation missions across the region.

“For our generation that served in Vietnam, some of them, it stops them in their tracks because they remember that sound,” Schmautz continued.

“It’s so noticeable, and to be part of a crew that has gotten to fly this storied aircraft it’s something I never could have imagined when I first enlisted 24 years ago.”

That familiar sound comes from the Huey’s distinctive two blade rotor system.

The HH 60W uses four blades and produces a quieter sound profile, meaning some Washington area residents may believe fewer helicopters are flying even when the operational pace remains steady.

Despite the nostalgia, crews have “great excitement” about the Jolly Green II and its improved speed, range and payload capacity.

The new helicopter can transport 11 passengers, compared with nine aboard the Huey, while providing crews with a glass cockpit and modern mission systems.

The 1st Helicopter Squadron will continue operating the Hueys while the 5th begins converting to the HH-60W.

Airmen assigned to the 5th currently fly Hueys and will become qualified on both aircraft as Andrews manages what Schmautz called a “slow transition.”

“Day to day, it’ll be a balancing act as we figure out the exact dynamics of how fast and how we go ahead and convert the crews from one squadron or from one aircraft to the other,” Schmautz said. The two squadrons will gradually transfer responsibilities without allowing the current mission to slip.

Joint Base Andrews Airmen Honor Huey Legacy Before HH-60W Era
Three UH-1N Huey helicopters from the United States Air Force’s First Helicopter Squadron (1 HS), Joint Base Andrews, Md., prepare to land on the National Mall, Washington, D.C. during a routine training flight, 6 April, 2023. 1 HS’s mission is to provide priority airlift for national-level civil and military senior leadership in the National Capital Region. (U.S. Air Force photo by Master Sgt. Nicholas Priest)

Master Sgt. John Griggs, a 1st Helicopter Squadron flight engineer and senior enlisted leader for the 5th, called the move a major change in the right direction.

Better systems and capabilities should help crews carry out demanding missions more effectively, even if saying goodbye to the Huey is personal.

“Ever since I’ve been in aviation for about a decade, this is the only aircraft that I’ve known and operated,” Griggs said.

“So it’s a little bittersweet to move from something I have such a tenure with and such a legacy across all the conflicts, but I am excited to learn something new.”

Griggs said the Huey remains operationally effective and has never given him reason to doubt its ability to complete a mission.

The real challenge is sustainment because even a proven American workhorse eventually reaches the point where age, parts and maintenance become unavoidable realities.

“It’s very humbling to be able to see what this helicopter has done for the Air Force, and to be a part of transitioning to a newer airframe to uphold the same mission,” Griggs said.

The new aircraft will carry that mission forward with modern tools worthy of the crews entrusted to fly it.

“This is my favorite aircraft in the Air Force,” he said. “Lots of good memories on it.”

“Lots of time, but it is time for something new, something with better modernization to be more effective in the area.”

The Huey has earned its farewell, and the Jolly Green II now stands ready to inherit both the mission and the burden of its legendary predecessor.

Tragedy in Alaska: Air Force Officer Among Eight Killed in Plane Crash
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Tragedy in Alaska: Air Force Officer Among Eight Killed in Plane Crash

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A young Air Force officer and two Army Corps of Engineers civilians were among eight people killed when a contracted aircraft crashed near a remote radar installation in Western Alaska.

The Aug. 20 disaster claimed everyone aboard, including two pilots and six passengers.

Second Lt. Leah R. Borsich, 23, served as a project programmer with the 611th Civil Engineer Squadron at Joint Base Elmendorf Richardson in Anchorage.

She was supporting the demanding mission of maintaining American military infrastructure across Alaska’s vast and unforgiving terrain.

“Lt. Borsich was a positive leader who brought tremendous energy and enthusiasm to our command,” Col. Timothey Meerstein, commander of Pacific Air Forces Regional Support Center, said in the release.

“She led with professionalism, compassion and purpose, and her presence strengthened the bonds between the people around her. She made a lasting impact on our team, and we are grateful for her service and commitment to our nation.”

The civilian contracted aircraft went down at Cape Newenham Long Range Radar Site Airport, approximately 450 miles west southwest of Anchorage.

The flight had been chartered by the Army Corps of Engineers and was operated by Security Aviation.

An Alaska Air National Guard HH 60W Jolly Green II reached the area near the crash site with support from an HC-130J Combat King II.

Personnel assigned to the 212th Rescue Squadron at Elmendorf Richardson then confirmed that there were no survivors.

Army Corps Chartered Plane Crashes Near Remote Alaska Radar Site, Killing All 8 Aboard
Cessna 441 Conquest II – Stuttgart (- Echterdingen) (STR / EDDS), Germany

The victims also included Sabrina Hansen and Hayden Scalis, two Army Corps of Engineers employees from Anchorage.

Both worked in the Alaska District’s Engineering Division and were carrying out official duties in support of the Air Force when the aircraft crashed.

Hansen served as a fire protection engineer, while Scalis worked as a mechanical engineer.

They were conducting a routine project site visit to inspect and perform maintenance on a new fire suppression system at the isolated installation.

“We mourn the tragic loss of our selfless teammates. They were public servants and true professionals, dedicated to securing our nation,” Lt. Gen. William H. Graham, 56th Chief of Engineers and USACE commanding general, said in the release.

“Our thoughts are with their families and colleagues during this time of immeasurable loss.”

Clint Johnson, Alaska region chief for the National Transportation Safety Board, identified the aircraft as a Cessna 441. Preliminary information indicates the crew conducted a missed approach before attempting to reach the remote runway a second time.

“What I mean by missed approach is this airplane was operating in IFR or instrument meteorological conditions, which means the pilot or the pilots in this case were navigating solely by instruments,” Johnson said.

“Weather conditions would not allow them to actually visually see the ground.”

Anchorage Center lost contact with the aircraft following the second approach, prompting authorities to begin a search.

Poor weather complicated those efforts and delayed the discovery of the wreckage until late in the afternoon.

Army Corps Chartered Plane Crashes Near Remote Alaska Radar Site, Killing All 8 Aboard

The crash occurred at approximately 11:45 a.m. local time, according to investigators.

Search personnel eventually located the wreckage in rising terrain roughly one third of a mile west of the runway the pilots had been trying to reach.

Johnson said there was a fire after the aircraft struck the ground. Investigators have not yet announced a probable cause, and the sequence of events leading to the crash remains under formal review.

The National Transportation Safety Board is leading the investigation with assistance from the Federal Aviation Administration and potentially Security Aviation.

Investigators will examine weather conditions, aircraft performance, crew actions, communications and other available evidence before issuing their findings.

Cape Newenham Long Range Radar Site is managed by the Pacific Air Forces Regional Support Center.

It belongs to a network of isolated radar stations that monitor aircraft moving through Alaska’s airspace and along a strategically critical section of the nation’s border.

Those remote facilities are essential to homeland security, but supporting them requires military members, civilian specialists and aircrews to operate in some of America’s most difficult conditions.

Borsich, Hansen, Scalis and the five others aboard were serving that mission when their flight ended in tragedy.

The loss has struck both the Air Force and Army Corps communities, whose personnel routinely work together to sustain installations far from Alaska’s population centers.

Their service represented the quiet, serious work required to protect the country, and their deaths leave families, colleagues and fellow public servants mourning eight lives cut short.


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